Class 33 (Birmingham Railway Carriage & Wagon Company 1,550hp Type 3 Diesel-Electric)

The Class 33 was built for British Rail's Southern Region in the early 1960s as the region's main diesel locomotive. It was based on the earlier Birmingham Railway Carriage & Wagon locomotives, the Classes 26 and 27 though benefited from the lack of a need for gangway connections so had a much neater cab design [1]. It was also more powerful than the earlier locomotives being a true Type 3 (over 1, 500hp).

D6515 arrives into Kidderminster Town

They were originally intended mostly for freight work but, with good foresight by Southern Region, they were fitted with electric train heating only - indeed the lack of a need to carry a boiler for steam heat had allowed a more powerful diesel to be fitted in the same body shell as the earlier locomotives [2]. They were often to be found on passenger services on the Kent Coast and to Bournemouth and elsewhere.

Information
Number built:	98
Built:	1960-62
Builder:	Birmingham Railway Carriage & Wagon Company
Engine:	Sulzer 8LDA28 diesel
Power:	1, 550 hp (1, 156 kW)
Wheel arrangement:	Bo-Bo

Most Class 33s were in the standard 33/0 sub-class, however a number were also fitted for push-pull operations as 33/1 and operated with the 4-TC (Class 438) [3] though could also work with any Southern Region Electro-Pneumatically controlled multiple units and locomotives. 

A batch of locomotives was also reduced in width by 178mm for operation on the Hastings Line with its restricted clearances as the 33/2. Sadly the expense and effort in modifying the design for what turned out to be a small batch of locomotives is said to have contributed to BRCW's bankruptcy in the mid-1960s.



Nowadays a handful of the locomotives, known as Cromptons by enthusiasts after the Crompton Parkinson electrical equipment installed in them, remain in mainline use with the West Coast Railway Company however twenty-nine have been preserved covering all three sub-types.

33 103 in BR Blue at Wirksworth

The difference a repaint makes! 33 103 at Wirksworth again but in BR engineers grey

33 108 and a Class 14 at Kidderminster Town

Side view of D6515

33 035 at Kidderminster Town

[1] Brian Haresnape, Production Diesel-Electrics Types 1-3 (Ian Allan, 1983) p. 58
[2] David Brown, Southern Electric Vol 2 (Capital Transport, 2010) p. 215
[3] John Vaughan, Diesels on the Southern (Ian Allan, 1980) p. 33

Class 26 (Birmingham Railway Carriage and Wagon Company 1,160hp Type 2 Diesel-Electric)

The Birmingham Railway Carriage & Wagon Company's Class 26 was one of the earliest pilot-scheme diesel-electrics built as part of British Railway's Modernisation Plan and ended up being one of the longest lived of the Type 2 designs. They out lasted a number of later built (and more powerful) locomotives being finally withdrawn in 1994. The Class 26 had a good basic design which was later used on the Class 27 and Class 33, the latter still in service on National Rails.

D5343 (26 043) at Duffield

Information
Number built:	47
Built:	1958-59
Builder:	Birmingham Railway Carriage & Wagon Company
Engine:	Sulzer 6LDA28-A diesel
Power:	1, 160 hp (865 kW)
Wheel arrangement:	Bo-Bo

Twenty locomotives were ordered from the BRCW in the Type B power classification (later Type 2). The Class 26 shared some visual design guidance (Wilkes & Ashmore) with the Brush Type 2 (Class 30, later 31) [1] though had an improved power/weight ratio and hence was able to use a Bo-Bo not A1A-A1A wheel arrangement [2].


Following the success of the pilot-scheme batch a further twenty seven were built before the design was power uprated to form the Class 27. Initially the Class 26 was allocated to Eastern Region for London suburban services [3] though later were reallocated to Scotland where they spent the majority of their careers. The pilot-scheme locomotives became the Class 26/0 under TOPS with the later batch 26/1. There were a number of detail differences between the two sub-classes though some of these differences were removed during refurbishments [4].

The Class 26 remained in service working mostly on freight traffic in Scotland, including Merry-Go Round coal traffic, seven locomotives being fitted with slow speed control [5]. Their numbers were gradually reduced in the late 1980s and early 90s with the last examples withdrawn by 1994, being surplus to requirements. Thirteen have been preserved.

D5343 runs around its train at Duffield

D5343 at Wirksworth

Another view of D5343 at Duffield

[1] David Lawrence, British Rail Design 1948-97 (Ian Allan, 2016) p. 128
[2] Brian Haresnape, Early Prototype and Pilot-Scheme Diesel-Electrics (Ian Allan, 1981) p. 56
[3] Colin Alexander, The British Railways Pilot Scheme Locomotives (Amberley, 2017) p. 49
[4] Colin J Marsden, Motive Power Recognition 1: Locomotives (Ian Allan, 1988) p. 33
[5] Alexander p. 55

Class 81 (AEI/Birmingham Railway Carriage and Wagon Company AL1)

For the electrification of the West Coast Main Line British Railways required one hundred locomotives. In typical BR manner this fleet was to consist of five different types from five different manufacturers! Twenty five of the locomotives built were the Class 81.

Information
Number built:	25
Built:	1959-64
Builder:	Associated Electrical Industries / Birmingham Railway Carriage & Wagon Company
Motor:	4 AEI 189 traction motors (25kV AC OHLE)
Power:	3, 300 hp (2, 461 kW)
Wheel arrangement:	Bo-Bo

The locomotives were built by AEI, a company formed by the merger of Metropolitan Vickers and British Thomson Houston, and the Birmingham Railway Carriage & Wagon Company. Of the five classes built, the Class 81 (or AL1 as it was then known) was the first to arrive. The first was unveiled at a press reception at Sandbach station in November 1959 [1], the first new build British AC electric locomotive.

The AL1 like it's fellow first generation electric locomotives such as the Class 83/AL3 had a similar body shell and appearance, though internally and equipment wise the five classes all differed.

Originally the plan was for two of the AL1s to be of a Type B specification with gearing for freight use and a lower top speed (80 mp/h instead of 100) but in the end all of the locomotives had the standard passenger service gearing.

The Class 81 was used on WCML expresses until the arrival of the Class 86 when they, along with the other early AC electric locomotives, were gradually switched to other duties such as freight and parcel trains. They remained in service until the arrival of the Class 90 meant there was now sufficient electric locomotives available to allow for the final withdrawal of the original locomotives. The last two Class 81s were withdrawn in 1991. One has been preserved.

81 003 (left) preserved at Barrow Hill alongside a Class 83 and 85

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 46

Central London Railway 1903 Stock

The Central London Railway (which eventually became the London Underground's Central Line) was the first true "tube" railway in London [1]. It initially used electric locomotives hauling trailers but as soon as the railway opened in 1900 it was drawing complaints from property ownes above the line about excessive vibration, this was found to be caused by the heavy locomotives and their large unsprung weights [2]. The locomotives were replaced in 1903 by electric multiple units, known as 1903 Stock, some of which were new build and some converted from the loco-hauled trailers.

Preserved Sleet locomotive ESL 107 at LT Museum Acton

Information
Number built:	259 (88 motor cars, 99 trailers, 72 control trailers)
Built:	1900-03, 1913
Builder:	Ashbury Railway Carriage & Wagon Company Birmingham Railway Carriage & Wagon Company Metropolitan Amalgamated Railway Carriage & Wagon Company (later Metro-Cammell) Brush
Engine:	(Original) 2 British Thomson-Houston traction motors per motor car (Ealing) 2 GE212 traction motors per motor car (550v DC third rail)
Power:	(Original) 500 hp (372 kW) (Ealing) 960 hp (720 kW)

The new motor cars were built by the Birmingham Railway Carriage & Wagon Company (BRCW) and Metropolitan Amalgamated Railway Carriage & Wagon Company, the original trailers having been built by the Ashbury Railway Carriage & Wagon Company and Brush. In 1908 some trailers were converted to control trailers to allow for shorter trains in the off-peak [3].

The fleet was augmented in the 1910s with the extension of the line to Ealing, extra stock was built by Brush with more powerful traction motors (the original stock was found to be underpowered when used in a lengthy formation). In the 1920s all stock was retrofitted with air-doors.

The CLR became part of London Underground in 1933 (and was renamed the Central Line soon afterwards). The 1903 Stock was replaced by Standard Stock as the CLR's central third rail system was replaced by the standard LU fourth rail.

Some 1903 Stock lived on as sleet locomotives. One of these locomotives, ESL107 has been preserved, it is the only 1903 Stock to have survived.

1903 Stock in service [5]

Interior view [5]

Another view of ESL 107

Cab of ESL 107

[1] Paul Moss, London Underground (Haynes, 2014) p. 29
[2] J. Graeme Bruce & Desmond Croome, The Twopenny Tube (Capital Transport, 1996) p. 15
[3] Brian Hardy, Underground Train File Tube Stock 1933-1959 (Capital Transport, 2001) p. 5
[4] John Glover, London Underground Rolling Stock in Colour (Ian Allan, 2009) p. 31

[5] "Fireproof cars on the Central London", Street Railway Journal Vol. XXII No. 9 (Nov 7 1903) p. 851

London Underground 1938 Tube Stock

The 1938 Tube Stock was built as part of London Underground's New Works Programme of the late 1930s, they became one of the most successful - if not the most successful - types of British train ever. They served on the underground for fifty years and, in the guise of the Class 483 remained in service on the Isle of Wight until 2020, over 80 years after their first entry in service!

Preserved 4-car set at LTM Depot Acton

Information
Number built:	1, 121 (plus 173 additional builds & conversions)
Built:	1938-47
Builder:	Metro-Cammell / Birmingham Railway Carriage & Wagon Company
Engine:	2 General Electric or Crompton Parkinson LT100 traction motors per motor car (630v DC fourth rail)
Formation:	(4+3 7-car formation) Driving Motor (DM)+Trailer (T) +Non-Driving Motor (NDM)+DM(+DM+T+DM)

In the late 1930s London Underground began an expansion programme known as the New Works Programme, new lines required new trains. Even before the huge Standard stock order had been completed London Underground were planning the next generation of tube trains. A number of experimental trains were built known as the 1935 Tube Stock. These were an advance on the Standard stock, advances in technology meaning that the switching equipment could be fitted underneath the body instead of occupying space behind the driving cabs [1]. A number of these trains were streamlined to experiment with high-speed tube trains however the streamlining idea, which was unpopular with the senior management at London Underground (though apparently popular with the public), was later dropped.

Having evaluated a number of types of equipment on the 1935 protoypes London Underground decided on a final specification and placed huge orders for new stock to be known as 1938 Tube Stock. Most stock was delivered before the Second World War called a halt to development with the final twenty-seven outstanding cars built in 1946-47. The fleet was later augmented by 173 cars - a mixture of conversion of Standard and 1935 Tube Stock cars and ninety one new builds known as the 1948 Tube Stock (though identical to the 1938s).

Initially the stock operated in 7-car formation, comprising a four and three car set semi-permanently coupled [2]. Later on 9-car formations were used on the Northern Line [3]. During their long lives the 1938 Tube Stock worked on the Bakerloo, Central, East London, Northern and Piccadilly Lines. Withdrawals began in the early 1970s [4] though the 1938 Tube Stock remained in service on the Underground until 1988 when the final five trains (which had been refurbished to augment newer trains) were withdrawn by the Northern Line. These trains however were then sold to British Rail for a new life on the Isle of Wight as the Class 483 [5].

A working 4-car set of 1938 Tube Stock has been preserved [6] as well as another Driving Motor (and a couple of cabs) in museums. A number of Class 483s have also been preserved.

Another view of the preserved 38ts alongside a preserved car of its predecessor

Preserved DM at Covent Garden

Front end destination display

The other end of the preserved set

[1] Paul Moss, London Underground (Haynes, 2014) p. 95
[2] J. Graeme Bruce, The London Underground Tube Stock (Ian Allan, 1988) p. 77
[3] Brian Hardy, Underground Train File: Tube Stock 1933-1959 (Capital Transport, 2001) p. 66
[4] Bruce p. 81
[5] Brian Hardy, Tube Trains on the Isle of Wight (Capital Transport, 2003) p. 60
[6] Kim Rennie, Underground and Overground Trains (Capital Transport, 2017) p. 36

Lion

In the early 1960s British Railways issued a specification for a new Type 4 diesel locomotive, more powerful than earlier types [1]. A number of prototypes were built, privately funded by the manufacturers. The Birmingham Railway Wagon & Carriage Company, in partnership with Sulzer and AEI, built the rather striking prototype Lion. 

Lion passing Tilehurst [4]

Information
Number built:	1
Built:	1962
Builder:	Birmingham Railway Wagon & Carriage Company
Motor:	Sulzer 12LDA28-C diesel
Power:	2, 750 hp (2, 050 kW)
Wheel arrangement:	Co-Co

Lion visually resembled one of the other prototypes, the Class 53 Falcon and the Class 35 Hymek thanks to design supervision from Wilkes & Ashmore. Lion was given a striking but rather impractical all-over white livery, even the underframe and bogies! Mechanically Lion was a development of the Peaks such as the Class 44 though with a twin-bank Sulzer engine and lower weight.

Lion's working life was short, being only used for about a year. Evaluation mostly took place in BR's Western and Eastern regions [2] and not without technical problems [3]. BR decided to award Brush Traction the contract for the Class 47. Lion itself was withdrawn in 1964 and broken up, though the engine was reused in a production Class 47.

[1] David Lawrence, British Rail Designed 1948-67 (Ian Allan, 2016) p. 139

[2] Colin J Marsden, Diesel & Electric Recognition Guide (Ian Allan, 2011) p. 36

[3] Lawrence p. 141

[4] "A study in diesels", Meccano Magazine (February 1964) p. 585

Class 27 (Birmingham Railway Carriage & Wagon Company 1,250hp Type 2 Diesel-Electric)

The Class 27 was a development and follow-on class of Type 2 diesel-electrics from the pilot-scheme Class 26 (which ironically outlasted the 27s). Compared to the earlier locos the Class 27s had a slightly uprated engine, different electrical equipment and an increased top speed [1]. The most notable visual difference was that the Class 27 had a headcode box above the cab. Originally the Class 27s were allocated to both Southern England and Scotland but later on the locomotives were concentrated in Scotland.

D5410 at Kidderminster Town

Information
Number built:	69
Built:	1961-62
Builder:	Birmingham Railway Carriage & Wagon Company
Engine:	Sulzer 6LDA28B diesel
Power:	1, 250 hp (932 kW)
Wheel arrangement:	Bo-Bo

The original locomotives were the 27/0, two sub-classes were later modified for express services in Scotland. Some locomotives were modified for push-pull operations as the 27/1 and some with electric train heat as the 27/2. One of each top and tailed Edinburgh-Glasgow expresses in the 1970s [2] however their reliability suffered on these duties, a number of 27/2s catching fire. 

By the end of the decade they had been replaced by Class 47/7s [3]. The Class 27s were gradually withdrawn throughout the 1980s with the final withdrawals in 1987 however eight have been preserved.

Another view of D5410

27 001 at Tunbridge Wells West

[1] Brian Haresnape, Production Diesel-Electrics Types 1-3 (Ian Allan, 1983) p. 40
[2] Chris Heaps, BR Diary 1968-1977 (Ian Allan, 1988) p. 45
[3] John Glover, BR Diary 1978-1985 (Ian Allan, 1985) p. 27

Class 503

The Class 503 was a third rail DC (650v) electric multiple unit used on the Wirral and Mersey lines. The class was built in two batches, the first nineteen 3-car sets built in 1938 for the LMS (known as 1938 Stock) and a near identical second batch of twenty-four sets for British Railways in 1956-7 (1956 Stock) [1]. The Class 503s were advanced for their day with air-operated sliding doors and a high power to weight ratio thanks to the construction methods used which employed light alloys and avoided heavy frames [2].

28690 in LMS livery

Information
Number built:	129 cars (43 3-car sets)
Built:	1938, 1956-7
Builder:	Metro-Cammell / Birmingham Railway Carriage & Wagon Company
Engine:	4 BTH traction motors (650v DC third rail)
Power:	540 hp (403 kW)
Formation:	(Original) Driving Motor Brake Standard (DMBS)+Trailer Composite (TC)+Driving Trailer Standard (DTS) (Modified) DMBS+Trailer Standard (TS)+DTS

In the 1970s the stock was modified to have central end doors to comply with Department of Transport regulations for stock which operates in single track tunnels (to allow for the exiting of passengers in an emergency if the side doors cannot be used) [3]. They also had their first class provision removed to become fully standard class.

After a long career the Class 503 was finally withdrawn in 1985 and replaced by Classes 507 and 508. One set was retained and kept for special services until 1988, then it was preserved. The preserved set was from the 1938 Stock batch and is one of only two pre-war EMUs still in existence in close to original condition.

Another view of the preserved unit

[1] Colin J. Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p, 381
[2] R.L. Vickers, EC Electric Trains and Locomotives in the British Isles (David & Charles, 1986) p. 74
[3] Brian Haresnape & Alec Swain, Third Rail DC Electric Multiple Units (Ian Allan, 1989) p. 28

London Underground R Stock

The R Stock was built for the Circle and District Lines to replace life-expired hand operated door stock. The stock was a mixture of new build and converted Q38 Stock. They served until being replaced by D78 Stock in the early 1980s.

Information
Number built:	378 (including conversions)
Built:	1949-59 (3 production batches)
Builder:	Gloucester Railway Carriage & Wagon Company, Metro-Cammell, Birmingham Railway Carriage & Wagon Company
Engine:	British Thomson-Houston traction equipment (630v DC fourth rail)
Formation:	Driving Motor (DM)+Non Driving Motor (NDM)+NDM+NDM or NDM+DM

The first batch of R Stock was the R47 Stock which was built by the Birmingham and Gloucester Railway Carriage & Wagon Companies, they were joined by converted (by GRWC) Q Stock trailers known as R38/1. The second batch was built by Metro-Cammell as the R49 Stock. The earlier R Stock was built from steel but R49 was built from aluminium alloy [1]. As the aluminium was corrosion resistant they were also left unpainted. This combined with the alloy to make R49 cars 16% lighter than R47s [2] - giving a 12% saving in energy [3]. There was also a third and final batch of trains (also by Metro-Cammell) known as the R59 Stock.

Externally the R Stock was similar to the earlier Q Stock with a flare to the bottom of the car sides. Stock was semi-permanently coupled in 4-car and 2-car sets which could be combined to form 6 or 8 car trains. Later on all train formations were modified with some 4-car sets reduced to 3 cars and some increased to 5.

Some R Stock was withdrawn due to being surplus in the early 1970s but the rest survived until the early 1980s with the final withdrawal in March 1983. Three cars have been preserved.

Preserved DM 22679 at LTM Acton

Cab of 22679

Aboard 22679

[1] Paul Moss, London Underground (Haynes, 2014) p. 110
[2] Brian Hardy, Underground Train File Surface Stock 1933-1959 (Capital Transport, 2002) p. 78
[3] Piers Connor, The London Underground Electric Train (Crowood Press, 2015) p. 139

Class 506 (Metro-Cammell / Birmingham Railway Wagon and Carriage Company LMR Manchester Suburban Services 3-car)

The Class 506 was built for the electrification of the LNER Woodhead route between Manchester (London Road) and Sheffield [1] and the Glossop branch. The electrification of the line had begun in the late 1930s but due to the war was not completed until the early 1950s. These units, built to the same design as the AC electric Shenfield line Class 306 [2], but drawing on 1500v DC overhead electric spent their working lives on the Hatfield and Glossop line [3].

Information
Number built:	24 (8 3-car sets)
Built:	1954
Builder:	Metro-Cammell / Birmingham Railway Carriage and Wagon Comany
Engine:	4 GEC traction motors (1500v DC OHLE)
Power:	740 hp (555 kW)
Formation:	Driving Motor Brake Standard (DMBS)+Trailer Composite (TC) +Driving Trailer Standard (DTS) later TC became a Trailer Standard (TS)

They were built with first class accommodation in the central trailer but this was declassified in 1960. Although they physically could have operated elsewhere on the Woodhead route the Class 506s seldom left their line. The Woodhead route was closed East of Hatfield in 1981 but the Class 506s continued in service until their line was converted to AC electrification in 1984. They became the last mainline trains to operate using the once standard 1500v DC overhead line method. All that remains of the class is a single severed cab that has survived into preservation.

This cab of M508404M is all that survives

The pantograph can be seen on the cab roof

[1] Alec Swain, Overhead Line Electric-Multiple Units (Ian Allan, 1990) p. 21
[2] Colin J. Marsden, DMU and EMU Recogition Guide (Ian Allan, 2013) p. 384 
[3] Alan Whitehouse, The Woodhead Route (Ian Allan, 2014) p. 38

London Underground Standard Stock / 1923 Tube Stock / Pre 1938 Tube Stock

As the 1920s dawned the London tube network was growing rapidly but there was also a need to replace much of the first generation tube stock which has mostly been built without air operated doors. To fulfil this need for a lot of rolling stock what became known as Standard Stock was built over an eleven year period though in a number of production batches. They have also been called 1923 Tube Stock and Pre 1938 Tube Stock (the 1938 Tube Stock being the next major type to be built).

Information
Number built:	1466
Built:	1923-34
Builder:	Birmingham Railway Carriage & Wagon Company, Cammell Laird, Gloucester Railway Carriage & Wagon Company, Leeds Forge, Metropolitan-Cammell, Union Construction Company
Motor:	GEC WT54 or Metropolitan-Vickers MV152 traction motors (630v DC fourth rail)

To start with six experimental cars (5 trailers and 1 control trailer) were ordered in 1922 for evaluation purposes [1], they came from a variety of manufacturers who were given a general specification for the trailers but free to follow their own design internally [2] though the stock generally had the same external appearance. These cars were later known as 1922 Tube Stock or Competition Stock.

The control trailers and motor cars were a Underground Group design with a wooden mock-up being built at Golders Green of what would soon be a very familiar sight to London's commuters [3]. The first production order came in 1923 for 191 cars. Further orders came in subsequent years for extensions to the tube network and also as original plans to retrofit earlier stock with air doors were abandoned. The Standard Stock trains to start with used a mixture of GEC and Metropolitan-Vickers electrical equipment, the equipment being stored in switch compartments behind the cabs in the motor cars.

As the 1920s continued more orders were placed but differences were made to the design. Production builds in 1926 and 1927 began to have British Thomson-Houston traction equipment which had been used on earlier tube stock and proved to be more reliable than GEC and MV's equipment [4]. The 1927 batch also had modified bogies with smaller wheels. Batches made in the 1930s had electro-pneumatic brakes and modified control equipment to allow for higher speeds. After the completion of the final production batch in 1934 a total of 1466 cars had been built comprising 645 motor cars, 270 control trailers and 551 trailers.

Standard Stock operated on the Northern, Piccadilly and Bakerloo Lines of the Underground. Later on they were also ran on the Central Line. Originally built as 5-car trains later batches were ordered as 6 or 7 cars, some were later run as 8 car trains [5]. Some shorter formations were also run such as on the Piccadilly Aldwych branch [6].

By the 1950s the Standard Stock fleet was starting to wear out, many had been stored in the open air during the war and this hadn't done them much good. They were unable to cope with the more intensive service patterns required. Replacement took place in the early 1960s with the last Standard Stock passenger trains being run on the Northern City Line in 1966. Some continued in departmental use until 1978.

The story of Standard Stock was not over though. In the late 1960s the Isle of Wight was in need of EMUs for its soon-to-be electrified Island Line. A number of Standard Stock cars became the Class 485 and 486 EMUs for British Rail [7]. They served on the Isle of Wight until 1991, nearly 70 years after the building of the first experimental cars!

Preserved 3327 at London Transport Depot

Former L131 departmental vehicle at LTM Depot Acton

Front view of 3327

Cab of 3327 

3327 interior

Note the switch compartment behind the cab

[1] Brian Hardy, Underground Train File Tube Stock 1933-1959 (Capital Transport, 2001) p. 21
[2] J. Graeme Bruce, The London Underground Tube Stock (Ian Allan, 1988) p. 53
[3] Paul Moss, London Underground (Haynes, 2014) p. 65
[4] Piers Connor, The London Underground Electric Train (Crowood, 2015) p. 48
[5] Piers Connor, "The London Electric Train: a post-script", Underground News No. 670 (October 2017) p. 683
[6] Antony Badsey-Ellis & Mike Horne, The Aldwych Branch (Capital Transport, 2009) p. 68
[7] Brian Hardy, Tube Trains on the Isle of Wight (Capital Transport, 2003) p. 13

Class 401 2-BIL

The Class 401 2-BIL (2 Bi-Lavatory - signifying the trains were 2 cars with a lavatory in each car) were built by Southern Railway in the mid-1930s as a development of the 4-LAV. The first 10 motor cars built by Metro-Cammell & BRCW with the rest built by Southern Railway itself at its Eastleigh and Lancing Works.

Information
Number built:	304 (152 2-car sets)
Built:	1935-38
Builder:	(First batch) Birmingham Railway Carriage & Wagon Company, Metro-Cammell (Later batches) SR Eastleigh, Lancing Works
Engine:	2 MV/EE339 traction motors, some later replaced by EE507C (660-750v DC Third Rail)
Power:	550 hp (410 kW) (EE339) / 500hp (279kW) (EE507C)
Formation:	Driving Motor Brake Third class Lavatory (DMBTL)+ Driving Trailer Composite Lavatory (DTCL)

The 2-BILs were designed for long-distance semi-fast services on the newly electrified lines to Eastbourne, Portsmouth and Reading [1], later also being used on the Waterloo-Portsmouth route.

They had full-width bodies with a corridor and the aforementioned toilets [2] which were needed in both cars as there were no gangways between them [3]. The earliest were built with Metropolitan-Vickers power equipment with the rest built with English Electric.

The 2-BIL was a successful type and remained in service until 1971 with a number of sets receiving BR Blue livery [4]. A couple were also used as hauled coaching stock in surplus 4-SUB trailers as the 7-TC though it was not a true push-pull set [5]. One 2-BIL set has been preserved by the National Railway Museum.

Preserved 2090 at NRM Shildon

2067 at Farnham (K Davies Collection)

Another view of 2090

2034 in BR Blue, location unknown (K Davies Collection)

Cab side view of 2090

[1] Colin J Marden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 300
[2] David Brown, Southern Electric Vol 2 (Capital Transport, 2010) p. 104
[3] Alan Williams, Southern Electric Album (Ian Allan, 1977) p. 24
[4] Bruce Oliver, British Railway Southern Region Electrics in Colour (Ian Allan, 2008) p. 19
[5] Brown p. 112

London Underground Sleet Locomotives

The Central London Railway initially used electric locomotives hauling trailers but these were found to be causing problems with their large unsprung weights [1]. The locomotives were replaced in 1903 by electric multiple units, known as 1903 Stock. These in turn were replaced by Standard Stock in the 1930s, a number of 1903 Stock motor cars were then converted into Sleet locomotives to clear snow and ice from the track in 1939.

ESL 107 at LT Museum Acton

Information
Number built:	18
Built:	(Original tube stock) 1900-03, 1913 Sleet Locomotives converted 1939
Builder:	Birmingham Railway Carriage & Wagon Company Metropolitan Amalgamated Railway Carriage & Wagon Company
Engine:	GE66 traction motors (630v DC fourth rail)
Power:	960 hp (720 kW)

These were built by taking two driving ends to make a single locomotive [2]. Most sleet locomotives survived in service until the mid-1980s though as tube stock began to have its own de-icing equipment fitted their role reduced over the years, but they could also be used to clear leaves from the line. One locomotive ESL107 has been preserved, it is the only 1903 Stock to have survived.

Sleet locomotive ESL 107

Cab of ESL 107

1] J. Graeme Bruce & Desmond Croome, The Twopenny Tube (Capital Transport, 1996) p. 15
[2] John Glover, London Underground Rolling Stock in Colour (Ian Allan, 2009) p. 31